Bumper railroad-car brake



2 Sheets-Sheet I. L. BRAUER.

Car Brake.

Patented May 12, 1857.

4: w iu Witnesses:

Inventor,

AM FHDTO-LITHO. C0, N.Y. (OSBURNE'S PROCESS.)

2 Sheets-'Sheet 2.

L. BRAUER.

Car Brake.

Patented May 12, 1857.

Witnesses= Inventor,

AM. PHOTO-LITHO. C0. N.Y. (OSBURNE'S PROCESS.)

' UNITED STATES PATENT oEE1oE.

LOUIS BRAUER, .OF SOMHERVILLE, TENNESSEE.

BUMPER RAILROAD-CAR BRAKE.

Specification of Letters Patent No. 17,257, dated May 12, 1857.

To all whom it may concern:

Be it known that I, LOUIS BRAUER, of Sommerville, in the county ofFayette and State of Tennessee,.have invented a new and usefulImprovement in Railroad-Car Brakes; and I do hereby declare that thefollowing is a full, clear, and exact description of the same, referencebeing had to the accompanying drawings, forming part of thisspecification, in which- Figure 1, is a central longitudinal sectionthrough the ends of two subsequent cars provided with my improved carbrake. Fig. 2 represents the arrangement of the draw bridges, attachedto one end of each car, to prevent the operation of the car brakes incase the train is backed. Fig. 3 is a perspective view of one of thesedraw bridges. Fig. 4 shows the position of the drawbridge while thetrain is backed. Fig. 5 shows the position of the drawbridge while thetrain is braked. Fig. 6 represents parts of two subsequent platforms asseen from above, the cars being at the usual coupling distance. Fig. 7is a similar view of the same parts, represented in Fig. 6,the platformsbeing nearly in contact as in the case of braking the train. Fig. 8shows the coupling and bumper heads of two subsequent cars the platformsin Fig. 6 being removed. Fig. 9 represents the same parts, the platformsin Fig. 7 being removed. Fig. 10 shows the coupling link, with thecoupling pin in the position when the train is in motion. Fig. 11represents the same parts in the position when the train is braked. Fig.12 is a perspective view of the coupling and bumperheads of twosubsequent cars. Figs. 13 and 14 are horizontal sections through thesleeve 6 showing the positions of the bumperheads and bars (Z while thetrain moves on a curved track.

Similar letters of reference in each of the several figures indicatecorresponding parts.

This invention relates to certain new and useful improvements inrailroad car brakes which are operated by the momentum of the cars whenthe velocity of the locomotive is being retarded or stopped.

The nature of this invention consists firstly: in the peculiarconstruction of the sliding bumper in combination with a clamp and stoppieces arranged and constructed in such a manner that not only the wholemomentum of the cars can be applied to the circumference of the carwheels, for braking purposes, but also the car wheels are relieved fromthe pressure automatically, while the train is in motion,-and by whicharrangement the coupling and uncoupling of the cars can be effected fromabove the platforms of the cars at any time, without danger to theoperative; secondly: in the peculiar construction of an elastic hinge,which connects the bumper with the brake pieces.

, To the underside of the two platforms of each of the cars Fig. l, isfirmly attached a sleeve or guide box 6 to inclose, receive and guide inthe direction of the motion of the cars two bars d and f which bars areconnected by a hinge h represented in Figs. 13 and 14. This hinge h ismade elastic, by placing between the ends of bars (Z and f an elasticsubstance, such as india rubber, for the purpose of allowing a certainplay of rod or bar f and also to diminish the destructive or bad effectof the push of bar f against (Z. The back end of the sleeve 0 fitsclosely around the bar (I which therefore can only slide in the direction of the longitudinal axis of the cars; the front end of thissleeve being slightly enlarged or tapering (as shown in Figs. 13 and 14)from the hindermost position of the hinge h to the front end, so as toallow the bar f not only to move forward and backward, but also to movewithin a certain limit from one side to the other, playing around thehinge h in a horizontal direction which movement is necessary when atrain moves on a curved track. The tapering of the front part of sleeve6 is therefore to be made in accordance with the smallest curves used onrailroad tracks.

The front end of bar f forms the bumper and coupling head a Figs. 1, (3,8, 9 and 12, which has horizontally an oblong hole a Fig. 12, reachingfrom the surface of the bumperhead backward, to receive a coupling linkor rod 6, represented in-Fi gs. 10 and 11:

This bumperhead is also perforated vertically by a slot u to receive acoupling pin 0 as shown in Figs. 1, 6, 8, 9 and 12. The slot u is of anoblong shape, placed in the longitudinal axis of bar f, and its lengthis a little more than one half of the usual coupling distance, say 811;to 9 inches, adding the thickness of the coupling pin 0; and its widthis so much larger than the diameter of this coupling pin, as to allowthe certain horizontal play of bar f given by the curve of the smallestdiameter employed on the track. 7 The coupling pin 0 passes throughholes in the platform P and in the lower side of sleeve 6 as shown inFigs. 1, 6 and 7. The distance of two coupling pins 0 of two subsequentcars, is therefore necessarily larger than the usual coupling distanceof the cars, and may beenlarged at pleasure by which the use of woodencou-' pling links is greatly facilitatech.

The bumperhead' a is on its front end provided with flanges '11, toenlarge the surface of the headand to prevent the immediate comiectionof two contiguous bumperheads by means of a clamp w provided on one ofthem as shown in Figs. 1, 12, &c. The use of this clamp will be. furtherillustrated by the description of the operation of the brake.

The vertical lever 9, shown in Fig. 1, is linked' to and suspended fromthe rear end of the bar (Z and is provided near the middle part withseveral holes 00, to receive the pivot of rod Z. To the lower end oflever g is hinged the rod 72. Rod Z connects the brakepieces i of thefront end of the car truck, and rod is the brakepieces of the rear endof the same, with the lever 51. The rod Z may be raised or lowered byplacing its pivot through one of the several. holes 09 of lever g, asrequired. The brakepieces are hinged to and "suspended from the frontand rear sills of the truckframe of each car by means of hinges h Fig.1.

One of the platforms P of each car is provided with a drawbridge 8 Figs.1, 2, 3, 4 and 5 and the other contiguous platform has on one side ahook p. The drawbridge is in connect-ion with the crank lever 9 Figs. 3,1 and 5 which turns in journals 1" attached to the platform P. The leverq has a ring 0 to which a cord m is fastened, which cord itself is onits other end provided with a ring n. The length of cord m is to beadjusted in such a manner that, if the ring 42 is placed on the hook p,and the train is in motion, the drawbridge is raised to an angle ofabout 45 degrees, as shown in Figs. 1, 2 and 3.

The coupling link 6 represented in Figs. 10 and 11 may be constructed,partly of wood and iron as shown or in any other way.

Operation: The coupling link 0 is introduced into the hole '25 of thebumperhead by a slow motion of one car against the other, and thecoupling pin 0 placed from above the platform P through the hole in thesame, through the eye of the coupling link I) and through the hole onthe lower side of the sleeve 6. The flanges of two contiguousbumperheads are fastened together by the small clamp w and the rings 97.of the cords mof each drawbridge. put on the hook p of the correspondingplatforms, and the train is ready for starting. If a train shall bebraked it is only necessary to retard the velocity of the locomotive. asin this case every car runs with a certain velocity against theforegoing and presses by its momentum the surfaces of the bumperheadsagainst each other. The drawbridges want a certain time to fall fromtheir inclined position into the horizontal one, and therefore if thecars rush against each other with such a velocity that they run througha space of about 16 inches (the usual coupling distance) in a shortertime than is required for the drawbridges to assume a horizontalposition, the platform of the caropposite to the drawbridge will slipunderneath the same as shown in Fig. 5 and the brakes will be operated.This is always the case if the velocity of the locomotive is suddenlyretarded. If on the other hand the .train is to be backed the velocityof the locomotive being retarded by degrees, giving time to thedrawbridges to assume the horizontal position and placing themselvesbetween the two platforms, and therefore by a backmotion of the train,preventing the operation of the brakes; but the rings 0 of thecranklevers of the drawbridges may also be connected throughout thewhole train with each other by long cords, the end of which is placed onthe locomotive to enable the engineer to operate the drawbridges atpleasure. In case of braking a train, the pressure of one car, orrespectively of one bumperhead against the subsequent one depends on thedifference of the velocity of the two contiguous cars, and will be thegreatest if one car against which another pushes is at rest. Astherefore the engineer has the power to regulate the velocity of thelocomotive, he is also enabled to apply any amount of power to thebrakes of the whole train, as circumstances may require. As soon as thecars approach each other and the bumperheads a of each car begin topress against each other, this pressure will be transmitted by theelastic hinge h to the bar (Z and from there tothe upper part of lever gwhich will act upon the rod Z till the brakepieces i are in contact withthe front pair of the carwheels, then the hinge of rod Z will serve as afulcrum for the lever g and enable it to draw the rod 71: inward tillthe brakepieces 2' are in contact with the rear pair of the car wheels,pressed against the rims of the same and performing in that way theirfunction of retarding and finally stopping the revolutions of thewheels. If the train commences again to move forward, one car is drawnaway from the other till the coupling pin reaches the end of the eye oflink I), as shown in Fig. 10 and the platforms are at the usual couplingdistance. The two bumperheads connected by the link or clamp '10 aredrawn out of the sleeve 6 to about one half of the coupling distance,and the upper end of the vertical. lever g is also moved forward in thedirection of the bumperhead Fig. 1. By this motion of the vertical leverthe rod Z is also drawn forward, separating the brakepieces i from therims of the front wheels, until the brakepieces arrive at the stop 2provided in front of them to the underside of the truck frame,

and having reached that stop, the joint of rod Z and lever 9 serves asfulcrum and enables the lower part of lever g to push the rod 71:backward by which movement. the rear wheels are released of the contactwith the brakepieces.

It will be seen that by this arrangement the brake pieces areautomatically kept away from the carwheels, while the train is in motionand any striking or other un necessary motion of the same is entirelyprevented. Thus it will be seen that the necessity for the employment ofbrakemen is entirely done away with, as the brakes will be operated withany amount of power, according to circumstances, by the momentum of thecars, and the operation of the brakes in case of backing the train maybe prevented by lowering the drawbridges into the horizontal positioneither through the action of the engineer having hold of the connectingrope of the drawbridges, or automatically after the arrangementrepresented on Figs. 1, 2, 8, 4 and 5.

By this arrangement and the peculiar construction of the different partsof my improved car-brake, the following important advantages are gainedviz: By providing the bumperhead a with the vertical slot u I am enabledto pass the coupling pin 0 through the hole in the platforms P of eachcar, whereby (1) the distance of the coupling pins of two contiguousplatforms is considerably enlarged and therefore the use of woodencoupling links, which practically have been found the safest in case ofaccidents, as running off from the track, &c., is made possible; (2) thecars may be at any moment and with ease coupled or uncoupled from abovethe platforms obviating entirely the danger of accidentally crushing thehands of the attendants between two platforms, and lessening in everyrespect the possibility of other accidents; (3) the whole couplingdistance of the cars is made useful for braking purposes. Thedestructive or bad effect of the push, to which every bumperhead isexposed when a train is stopped must be diminished by an elasticsubstance. This has been done by covering the surface of the bumperheadswith an elastic material or by means of steel springs. The first namedmanner, although preferable for its lightness and cheapness, is almostentirely out of use, as the elastic substance, exposed to friction andthe destructive action of the weather was destroyed in a short time. Butas I employ the elastic substance between the bars (Z and f, inclosed bysleeve 6 and protected against friction and the weather, it will be asdurable as any steel spring, having all the advantages of cheapness andlightness. By means of holes w in the lever g the distance of thebrakepieces and the rims of the carwheels may easily be adjusted,according to their wearing ofi by friction, &c. By the combined actionof the clamp to on the bumperhead and of the stop piece a on thebrakeframe, the brake pieces 2' are always kept at a proper distancefrom the carwheels, while the train is in motion and by this arrangement(1) the striking of the brake pieces against the car wheels isprevented, (2) the use of springs to connect the brake pieces with thecar truck and so separate the same from the wheels when the pressureagainst the bumperheads ceases to act is entirely obviated and thesubstitution of simple hinges for this purpose facilitated. Thesubstitution of common hinges h for the purpose to suspend the brakepieces from the car truck, has, besides its cheapness, the advantage ofnot dimin ishing the braking power if applied to the bumperhead. Bygiving to the foremost part of the sleeve 6 a tapering form, and byplacing the coupling links Z) into the holes 6 of the bumperheads, thebars f are enabled to play around the hinge it within the sleeve and toadjust themselves to any vibration on the track without the rub bing ofthe bumperheads against each other. By my self acting drawbridgearrangement the backing of a train is effected in the most easy manner.

I am aware that several of the above advantages are peculiar to some carbrakes, invented hitherto, but in no carbrake arrangement of which Ihave knowledge all the above advantages are realized. Also is the mannerin which I have gained these advantages peculiar to my invention. I laytherefore no claim to the principle of operating rail-road carbrakes bymeans of the momentum inherent to cars when in motion; nor do I claimthe use of an elas- With clamp w and stoppiece 2 constructed 10 tiesubstance for the purpose to diminish and operating as described Within.

the effect of the push to Which bumperheads 2. The elastic hinge hWithin. the taperare exposed when a train is stopped, as all ing sleeve6, operating as described and for this has been known before: but thepurpose set forth.

What I claim as new and of my inven- LOUIS BRAUER. tion, and desire tosecure by Letters Pat- Vitnesses: ent is: PAUL STEVENS,

l. The sliding bumper a f in connection W. VON KAMMERHUEBER.

